Vehicle communication systems and control systems

ABSTRACT

A vehicle control system includes a controller that communicates between a first vehicle and a second vehicle and/or a monitoring device in a vehicle system. The controller determines a communication loss and, responsive to determining the communication loss, switches to communicating via a different communication path. The controller also determines an operational restriction on movement of the vehicle system based on the communication loss that is determined, obtains a transitional plan that designates operational settings of the vehicle system at one or more different locations along a route being traveled by the vehicle system, different distances along the route being traveled by the vehicle system, and/or different times. The controller automatically changes the movement of the vehicle system according to the operational settings designated by the transitional plan to reduce the movement of the vehicle system to or below the operational restriction.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation-in-part of U.S. patent applicationSer. No. 12/212,079, filed on 17 Sep. 2008 (the “'079 Application”), tobe issued as U.S. Pat. No. 9,419,816 on 16 Aug. 2016, which claimspriority to U.S. Provisional Application No. 61/086,144, filed 4 Aug.2008 (the “'144 Application”).

This application also is a continuation-in-part of U.S. patentapplication Ser. No. 14/616,809, filed 9 Feb. 2015 (the “'908Application”), to be issued as U.S. Pat. No. 9,426,224 on 23 Aug. 2016.

This application also is a continuation-in-part of U.S. patentapplication Ser. No. 15/236,789, filed 15 Aug. 2016 (the “'789Application”).

The entire disclosures of each of the '079 Application, the '144Application, the '908 Application, and the '789 Application areincorporated herein in their entirety.

FIELD

Embodiments of the subject matter disclosed herein relate tocommunication systems of vehicles and control systems of vehicles.

BACKGROUND

Some powered systems (such as, but not limited to, automobiles,off-highway vehicles, marine diesel powered propulsion plants,stationary diesel powered system, agricultural vehicles, and othervehicle systems) are powered by one or more power units, such asengines. Some vehicle systems may include multiple vehicles that traveltogether along a route. The vehicles may be complex systems withnumerous subsystems, with each subsystem being interdependent on othersubsystems.

More than one propulsion-generating vehicle may be provided in a vehiclesystem, wherein these vehicles are referred to as a vehicle consist(e.g., the consist is a group of propulsion-generating vehicles thatoperate together in moving a vehicle system). To function together, thevehicles communicate with each other. The numerous subsystems on thevehicles also may communicate with like subsystems on the othervehicles. As one example, vehicles may be provided in a distributedpower (DP) arrangement with one vehicle designated as a lead vehicle andother vehicles designated as remote vehicles. The lead vehicle maydirect the tractive and braking efforts provided by the remote vehiclesduring a trip of the vehicle system.

The information that is communicated between the vehicles can includeinformation such as, but not limited to, braking commands and otherbraking-related information between vehicles and/or vehicle consistswithin the same vehicle system. This communication may be done eitherusing wireless communication paths and/or wired communication pathsbetween the vehicles. A wired communication path may pass through othervehicles in the vehicle system (e.g., non-propulsion-generatingvehicles, such as trailers, rail cars, or the like) that separatevehicle consists. Communication networks for specific subsystems areusually unique for these specific subsystems. Therefore, if acommunication path of a specific subsystem fails, a redundancy path maynot be available. Not having an available redundant path may result inthe vehicle system losing performance capabilities to an extent of beingnon-functional.

With respect to wireless communication between the vehicles, thewireless messages can be communicated in a variety of differentprotocols. These different protocols can dictate the syntax, content,format, or the like, of the information included in the messages.Messages communicated in different protocols may not be understood bydifferent systems. Systems onboard different vehicles may use differentprotocols and, as a result, these systems may not be able to communicatewith each other.

In order to ensure that the vehicles in a vehicle system are able tocommunicate with each other, the vehicles may need to all be the sametype of vehicle and include systems that communicate using the sameprotocol. Because a wide variety of vehicle types and vehicle systemsexist, forming a consist with only a single type of vehicle and vehiclesystems that communicate using the same protocol can significantly limitthe consists that can be formed.

Communications also may occur between vehicles and other devices, suchas an end-of train (EOT) or end of vehicle (EOV) device. One or more ofthe vehicles may periodically communicate with the EOT or EOV devicethat monitors one or more characteristics of the vehicle system, such asair brake pressure.

Responsive to a communication loss with the EOT or EOV device, thevehicle system may inform an onboard operator of the vehicle system.This operator may then be required to initiate a check on thecommunication with the EOT or EOV device and may be instructed toterminate any automatic control of the movement of the vehicle system.The operator may then reduce the moving speed of the vehicle system toor below a reduced speed limit (e.g., relative to a speed limit of theroute that was applicable prior to the communication loss).

These operations by the operator require the operator to take his or herattention away from the other operations of the vehicle system. This canresult in an unsafe situation, as the vehicle system may initially betraveling at a fast speed.

BRIEF DESCRIPTION

In an embodiment, a system (e.g., a vehicle control system) includes acontroller that is configured to communicate (via a first communicationpath) between a first vehicle and a second vehicle and/or a monitoringdevice in a vehicle system that also includes the first vehicle. Thecontroller is also configured to determine a communication loss via thefirst communication path and, responsive to determining thecommunication loss, the controller is configured to switch tocommunicating via a different, second communication path between thefirst vehicle and the second vehicle and/or the monitoring device. Thecontroller is also configured to determine an operational restriction onmovement of the vehicle system based on the communication loss that isdetermined, and to obtain a transitional plan that designatesoperational settings of the vehicle system at one or more differentlocations along a route being traveled by the vehicle system, differentdistances along the route being traveled by the vehicle system, ordifferent times. The controller is configured to automatically changethe movement of the vehicle system according to the operational settingsdesignated by the transitional plan to reduce the movement of thevehicle system to or below the operational restriction determined by thecontroller responsive to the communication loss being detected.

BRIEF DESCRIPTION OF THE DRAWINGS

The subject matter described herein will be better understood fromreading the following description of non-limiting embodiments, withreference to the attached drawings, wherein below:

FIG. 1 depicts a flowchart illustrating one embodiment for ensuringcommunication paths exist when a primary communication path isinoperable

FIG. 2 depicts another flowchart illustrating one embodiment of a methodfor ensuring communication paths exist when a primary communication pathis inoperable

FIG. 3 depicts a block diagram of a system for ensuring communicationpaths exist when a primary communication path is inoperable, for exampleon a vehicle system

FIG. 4 illustrates one embodiment of a communication system of a vehicleconsist or vehicle system;

FIG. 5 illustrates a flowchart of one embodiment of a method forconverting protocols of messages;

FIG. 6 is a schematic diagram of a message in accordance with oneembodiment;

FIG. 7 is a schematic diagram of a propulsion-generating vehicle inaccordance with one embodiment;

FIG. 8 illustrates one embodiment of a vehicle system having a controlsystem disposed thereon;

FIG. 9 illustrates a flowchart of one embodiment of a method forcontrolling operation of the vehicle system shown in FIG. 8;

FIG. 10 illustrates one example of movement of the vehicle system alonga route 108 shown in FIG. 8; and

FIG. 11 illustrates one embodiment of the control system shown in FIG.8.

DETAILED DESCRIPTION

Reference will be made below in detail to various embodiments of theinventive subject matter, examples of which are illustrated in theaccompanying drawings. The same reference numerals used throughout thedrawings may refer to the same or like parts. As disclosed below,multiple version of a same element may be disclosed. Likewise, withrespect to other elements, a singular version is disclosed. Neithermultiple versions disclosed nor a singular version disclosed shall beconsidered limiting. Specifically, although multiple versions aredisclosed, a singular version may be utilized. Likewise, where asingular version is disclosed, multiple versions may be utilized.

Though some embodiments of the inventive subject matter are describedwith respect to rail vehicles, or railway transportation systems,embodiments of the inventive subject matter are also applicable for usewith other powered systems, such as but not limited to automobiles,marine vessels, stationary units, off-highway vehicles, and othervehicles such as agricultural vehicles, each which may use at least oneengine and where at least two of these powered systems are connected, orcoupled together, either directly or through an intermediate vehicle orother unit, collectively working together to accomplish a specifiedmission. Toward this end, when discussing a specified mission, thisincludes a task or requirement to be performed by the powered system.Therefore, with respect to vehicle applications, this may refer to themovement of the collective vehicle system from a present location to adestination. In the case of stationary applications, such as but notlimited to a stationary power generating station or network of powergenerating stations, a specified mission may refer to an amount ofwattage (e.g., MW/hr) or other parameter or requirement to be satisfiedby the powered system.

Although diesel powered systems are readily recognized when discussingcertain types of vehicles, embodiments of the inventive subject matterdescribed herein also may be utilized with non-diesel powered systems,such as but not limited to gasoline powered systems, natural gas poweredsystems, bio-diesel powered systems, etc. Furthermore, the individualpowered system may include multiple engines, other power sources, and/oradditional power sources, such as, but not limited to, battery sources,voltage sources (such as but not limited to capacitors), chemicalsources, pressure based sources (such as but not limited to springand/or hydraulic expansion), electrical current sources (such as but notlimited to inductors), inertial sources (such as but not limited toflywheel devices), gravitational-based power sources, and/orthermal-based power sources.

Some embodiments of the inventive subject matter provide a system,method, and/or computer implemented method, such as a computer softwarecode or computer readable media, for ensuring at least one auxiliarycommunication path exists when a primary communication path isinoperable, or unavailable. With respect to vehicles, some embodimentsof the inventive subject matter also are operable when the vehicleconsist is in DP operations.

A vehicle consist may be described as having one or more vehicles insuccession, connected together so as to provide motoring and/or brakingcapability. The propulsion-generating vehicles in a consist can beconnected together where no other vehicles (e.g.,non-propulsion-generating vehicles) are between thepropulsion-generating vehicles. A vehicle system can have more than onevehicle consist in the composition of the vehicle system. Specifically,there can be a lead consist and one or more remote consists, such asmidway in the line of vehicles and another remote consist at the end ofthe vehicle system. Each vehicle consist may have a firstpropulsion-generating vehicle and trail propulsion-generatingvehicle(s). Though a first propulsion-generating vehicle is usuallyviewed as the lead propulsion-generating vehicle, the firstpropulsion-generating vehicle in a multiple propulsion-generatingvehicle consist may be physically located in a physically trailingposition. Though a vehicle consist is usually viewed as involvingsuccessive propulsion-generating vehicle, a consist group ofpropulsion-generating vehicle may also be recognized as a vehicleconsist even when one or more non-propulsion-generating vehiclesseparate the propulsion-generating vehicle, such as when the vehicleconsist is configured for DP operation, with throttle and brakingcommands are relayed from the lead propulsion-generating vehicle to theremote propulsion-generating vehicles by wireless and/or wiredconnections. Toward this end, a vehicle consist should not be considereda limiting factor when discussing multiple propulsion-generatingvehicles within the same vehicle system.

As disclosed herein, the idea of a vehicle consist may also beapplicable when referring to other types of powered systems including,but not limited to, automobiles, marine vessels, off-highway vehicles,agricultural vehicles, and/or stationary power plants, that operatetogether so as to provide motoring, power generation, and/or brakingcapability. The vehicles may be mechanically coupled with each other ormay not be mechanically coupled, but may be logically coupled by thevehicles communicating with each other to coordinate their movements totravel as a vehicle system. Sub-consists may exist as well. For example,the powered system may have more than one power generating unit. Forexample, a power plant may have more than one diesel electric power unitwhere optimization may be at the sub-consist level. Likewise, a vehiclemay have more than one diesel power unit.

An apparatus, such as a data processing system, including a CPU, memory,I/O, program storage, a connecting bus, and other appropriatecomponents, could be programmed or otherwise designed to facilitate thepractice of the method of the inventive subject matter. Such a systemwould include appropriate programs for executing the methods of theinventive subject matter.

Also, an article of manufacture, such as a pre-recorded disk, computerreadable media, or other similar computer program product, for use witha data processing system, could include a storage medium and programmeans recorded thereon for directing the data processing system tofacilitate the practice of the methods of the inventive subject matter.Such apparatus and articles of manufacture also fall within the spiritand scope of the inventive subject matter.

Broadly speaking, at least one technical effect described herein ensuresat least one communication path exists when a primary communication pathis inoperable, or unavailable. To facilitate an understanding of theembodiments of the inventive subject matter, it is described hereinafterwith reference to specific implementations thereof. Some embodiments ofthe inventive subject matter may be described in the general context ofcomputer-executable instructions, such as program modules, beingexecuted by any device, such as but not limited to a computer, designedto accept data, perform prescribed mathematical and/or logicaloperations usually at high speed, where results of such operations mayor may not be displayed. Generally, program modules include routines,programs, objects, components, data structures, etc. that performparticular tasks or implement particular abstract data types. Forexample, the software programs that underlie some embodiments of theinventive subject matter can be coded in different programminglanguages, for use with different devices, or platforms.

Moreover, some embodiments of the inventive subject matter may bepracticed with other computer system configurations, including hand-helddevices, multiprocessor systems, microprocessor-based or programmableconsumer electronics, minicomputers, mainframe computers, and the like.Some embodiments of the inventive subject matter may also be practicedin distributed computing environments where tasks are performed byremote processing devices that are linked through at least onecommunications network. In a distributed computing environment, programmodules may be located in both local and remote computer storage mediaincluding memory storage devices.

Referring now to the drawings, embodiments of the inventive subjectmatter will be described. Embodiments of the inventive subject mattercan be implemented in numerous ways, including as a system (including acomputer processing system), a method (including a computerized method),an apparatus, a computer readable medium, a computer program product, agraphical user interface, including a web portal, or a data structuretangibly fixed in a computer readable memory. Several embodiments of theinventive subject matter are discussed below.

FIG. 1 depicts a flowchart illustrating one embodiment for ensuringcommunication paths exist when a primary communication path isinoperable. A decision gate, at 20, is provided to determine whether acurrent, or primary, communication path is working for a firstsubsystem. (The primary or current path is also arbitrarily referred toas the “preferred” path in FIG. 1.) If the path is working, the path ismarked as current, at 22, and communications, or messages, are sent asthey would normally be sent through the current, or primary,communication path, at 24. When the primary communication path ceases tobe operable, an alternative, or auxiliary communication path isselected, at 26. A second subsystem that the auxiliary communicationpath is associated with (e.g., the second subsystem “owns” the auxiliarycommunication path) is notified that its communication path is needed toprovide a communication path for another subsystem, at 28, morespecifically the first subsystem. Messages, or communications, arecarried for the first subsystem on the auxiliary communication path, at30. A decision gate, at 32, is provided to determine when the primarycommunication path is again available. As long as the primarycommunication path is not available, the first subsystem may continue touse the auxiliary communication path. When the primary communicationpath is again available, the second subsystem is notified that use ofits communication path, at 34, which is the auxiliary communicationpath, is no longer required and a switch, or transition, is made back tothe primary communication path, at 36.

As illustrated above, at least one alternate or auxiliary communicationpath to route data through pre-existing communication paths is provided.This is accomplished using an algorithm, storable decision processes,and/or communication protocol to ensure that data required for the firstsubsystem reaches its destination. In one embodiment, when an auxiliarycommunication path is used, reduced information, or data, may betransmitted where reduced functionality may result. For example, supposethat the first subsystem has a capability to communicate operationalconditions as well as locator or positioning information, or data,through the vehicle system. For the first subsystem and similarsubsystems in communication with the first subsystem, however, the onlyrequired information is associated with the operational conditions.Instead of possibly limiting the full functionality of the auxiliarycommunication path by trying to communicate information that exceeds abandwidth of the auxiliary communication path, which is primarilyresponsible for the communication requirements of the second subsystem,the locator information may not be transmitted. Therefore, for messagesthat are being transmitted over an auxiliary communication path, themessage may be restructured to be in compliance with the bandwidth ofthe auxiliary communication path.

Some embodiments of the inventive subject matter also may be utilizedeven where subsystems may already have multiple communication pathsavailable to transfer data. For example, with respect to a train, adynamic brake modem may collect information on a vehicle network, suchas a trainline network. The information is then forwarded to a DP box,which in turn delivers the information, usually over a radio frequency(RF) link, to a lead vehicle. The lead vehicle then forwards theinformation, such as via a RS422 link, to an onboard control system,which then returns the information to the dynamic brake modem via anEthernet communication path. Therefore, some embodiments of theinventive subject matter may be used to select an auxiliarycommunication path should any of these communication paths fail orbecome inoperable.

Several terms are used herein to describe when a communication path isunable to provide communication therethrough. Such terms include, butare not limited to, fail, inoperable, unavailable, communication loss,etc. These terms are not limiting since they may pertain to not havingsufficient bandwidth to effect communication, improper message format, ahardware failure, and/or a software failure. Similarly, several termsare used herein to describe when the communication path is able toprovide communication therethrough. Such terms include, but are notlimited to, work, operable, available, and the like.

FIG. 2 depicts another flowchart illustrating one embodiment of a methodfor ensuring communication paths exist when a primary communication pathis inoperable. As illustrated in the flowchart 40, a determination ismade when a primary communication path for a specific subsystem ceasesto be available, at 42. At least one auxiliary communication path totransmit information for the specific subsystem is identified, at 44.The message for the specific subsystem (e.g., a message packet) isconfigured to comply with a message format for the auxiliarycommunication path, at 46. Configuring the message may include, but isnot limited to restructuring the message to be compliant to a bandwidthof the auxiliary communication path, and/or removing non-vitalinformation from the message so that the message is compliant with themessage format for the at least one auxiliary communication path.“Non-vital information means information that is not critical tooperating the powered system. The message is transmitted on theauxiliary communication path, at 48. When the primary communication pathis again available, the communication is transitioned back to theprimary communication path, at 50. Before selecting an auxiliarycommunication path, a determination may be made whether a rate oftransmission over the auxiliary communication path is acceptable for thespecific subsystem, at 52. The method illustrated in flowchart 40 may beimplemented in a computer software code that is storable on a computerreadable media and that is operable with a processor 60, as is disclosedin FIG. 3.

FIG. 3 depicts a block diagram of a system for ensuring communicationpaths exist when a primary communication path is inoperable, for exampleon a vehicle system. While the vehicle system is illustrated as a railvehicle system, the vehicle system may represent another grouping ofvehicles that travel together (where the vehicles may or may not bemechanically linked with each other). A plurality of communication paths16, 18 is available on the vehicle system. Some may be wired paths 18while others may be wireless paths 16. To reach a remote consist 14, thewired paths 18 pass through non-propulsion-generating vehicles 15separating the remote consist 12 from the next proximate consist 14. Oneor more processors 60 are aboard the vehicle system and configured todetermine whether a primary communication path is operable for aspecific subsystem “A” 62. The processors 60 are further configured toidentify an auxiliary communication path, typically associated withanother subsystem “B” 64, configure a message meant to be delivered withthe primary communication path for delivery with the auxiliarycommunication path when the primary communication path is not operable,and/or transmit a message originally configured for the primarycommunication path, with the auxiliary communication path. Theprocessors 60 are further configured to determine when the primarycommunication path is again operable, and to transition communicationback to the primary communication path. When a plurality of auxiliarycommunication paths is possible, the processors 60 are furtherconfigured to determine or selected an optimum auxiliary communicationpath by evaluating which of the auxiliary communication paths provide arate of transmission acceptable for the specific subsystem, or whetherthe message is complaint with a bandwidth of the auxiliary communicationpath.

As further illustrated in FIG. 3, the auxiliary communication path maybe a communication path that communicates to a remote entity, such asbut not limited to a remote facility 19, a depot, a wayside device, orother system or component disposed off-board the vehicle system. Thisremote communication path 17 may be in communication with acommunication path on the vehicle system and/or with the specificsubsystem 62, and may be used as the auxiliary communication path torelay a message from one part of the vehicle system, such as the leadconsist 12 to another part of the vehicle system, such as the remoteconsist 14.

Examples of communication paths on a vehicle system that may be eitherthe primary communication path or result in being used as an auxiliarycommunication path include, but are not limited to, a vibration basedcommunication path, an audio communication path, an infraredcommunication path, a light based communication path, an ultravioletcommunication path, a thermal communication path, a wireless radiofrequency communication path, a Ethernet communication path, a RS232communication path, a DP communication path (such as but not limited toa Locotrol® DP communication path), a wired electronically controlledpneumatics communication path, a wireless electronically controlledpneumatics communication path, a dynamic brake modem communication path,a Very High Frequency (VHF) communication path, an Ultra High Frequency(UHF) communication path, and an 802.11 communication path. Variousoperating modes may be used including, but not limited to, point topoint, synchronous and asynchronous, circuit switched and cellularconfigurations. The format of the message may be unique to thecommunication path. For example, message packets may be used when thecommunication path requires such a messaging format. The subsystems canuse these alternate equipment and networks as a direct or relayed pathfor intrasystem communications.

Furthermore, examples of the specific subsystem, first subsystem, andsecond subsystem include, but are not limited to a brake control system,a head-of-train (or vehicle system) device, an end-of-train (or vehiclesystem) device, a DP device, and a vocal communication device.

As one example, there may exist an electronically controlled pneumatics(ECP) network, or braking system, which is a wired network, thatprovides brake commands. A probable failure mode for wired ECP brakingsystems is a connector failure mid-train, disconnecting the rear half ofthe vehicle system. If this network were to fail in the middle of thevehicle system, a DP wireless RF network may be used to transferinformation through an RF route/channel of the RF network. Using the RFroute, the information can be forwarded to a remote vehicle, and then tothe onboard ECP equipment on the remote vehicle, which could thencommand the rear portion of the ECP vehicle system. In this case, theremote vehicle becomes a mirror to the master node on the ECP network,and the DP system on the remote vehicle replicates command and controlfrom the lead vehicle to the braking system on the rear segment of thevehicle system. A supplemental ECP power supply on the remote vehicle isenabled, and the ECP braking system of the vehicle system functions asif there was no failure. This avoids operating the vehicle system in adegraded mode (such as at lower speed), or stopping and awaiting repair.This example enables a more reliable use of vehicles equipped withECP-only braking systems, rather than a more expensive dual mode systemthat operates with ECP or conventional air pressure reduction brakingcontrol.

Communication networks are not limited to those available onboard thevehicle system. In another embodiment, if a network of the vehiclesystem had an ECP network and a wireless ECP system, if the wired ECPsystem fails, the information may be routed over the ECP network toreach the final or addressed destination of the information. If avehicle with an ECP network detects a communication loss with anothervehicle, the vehicle detecting the loss could send a wireless messageover the wireless ECP network that would notify other vehicles about thecommunication loss, and the other vehicles could forward the messagesthrough available networks.

If a remote controlled consist of vehicles has experienced an RFcommunication loss, and a path exists off-board, for example a path overan 802.11 network or other wireless local area network, both the leadconsist and the remote consist could connect to the 802.11 network totransition data to a wayside communications path to route the data.Rights-of-way devices can have a plethora of other communicationssystems that can provide alternative paths to be used, including but notlimited to, licensed and un-licensed spread spectrum networks forsignaling systems and communications systems, and dedicated UHF and VHFchannels allocated for vehicular use.

In another example, if the dynamic brake modem, which communicatesbraking and motoring information to a lead vehicle, is experiencing aslow communication path, and if a communications path (such as throughan 802.11 network) exists amongst the vehicles within the consist thatprovides a higher bandwidth, the dynamic brake modem could utilize thehigh speed path instead of its primary communication path to transferthe information of the modem, or data.

One or more embodiments of the subject matter described herein providefor methods and systems for communicating with propulsion-generatingvehicles in a vehicle consist. Messages may be communicated betweenvehicles in the vehicle consists in order to remotely control operationsof the vehicles. For example, a lead vehicle in a vehicle consist canremotely control other vehicles (e.g., remote vehicles) by wirelesslytransmitting or broadcasting command messages to the remote vehicles.Similarly, one or more of the remote vehicles can wirelessly communicatemessages (e.g., reply messages) back to the lead vehicle.

Onboard a vehicle that receives a message, one or more components of thecommunication system described herein can examine the received messageand determine a protocol of the message. The protocol of a message canbe a format of the message. A “format” of data or a message canrepresent the syntax in which the data or message is recorded, read,and/or communicated. For example, the format of a communication protocolmay be based on a syntax of the protocol, such as one or more rules thatdefine how various combinations of symbols, alphanumeric text, binarybits (e.g., 0's and 1's), and the like, are combined and used torepresent and communicate data between a transmitter and a recipientthat are communicating using the protocol.

A communication or messaging protocol may be an open format or a closedformat. An open format includes a format that can be read (e.g.,received and able to be used to perform one or more functions) by aplurality of different systems provided by different manufacturers orsuppliers and/or that use different communication protocols tocommunicate and process data. Data communicated in an open format may beimplemented (e.g., read, communicated, saved, used to perform afunction, and the like) by both proprietary software or modules and open(e.g., open source) software or modules. An open format can be a formatwhose rules of syntax are publicly available, or at least provided by anentity that controls or owns the open format to one or more otherentities. In one embodiment, an open format represents a format of datathat is defined by one or more industry or standards organization for avariety of different entities (e.g., different persons, corporations, orthe like) to use to communicate the data. Alternatively, an open formatincludes a format that is able to be used (e.g., to read and communicatedata) by a recipient of the data that is different from the transmitterof the data. In another embodiment, an open format may include a formatthat is based on an open source format of communicating the data.

A closed format can include a format that may not be used (e.g., to reador communicate data) by other entities unless the other entities aregranted access to details regarding the rules, syntax, and the like, ofthe format. For example, a closed format may be a proprietary format ofa first entity that cannot be used by other entities without the firstentity providing the rules and syntax of the format to the otherentities. Data or messages communicated in a closed format may be unableto be implemented by proprietary software or modules that use adifferent format and/or open (e.g., open source) software or modulesthat use an open format. A closed format can be a format whose rules ofsyntax are not publicly available.

If the protocol of the received message differs from a message protocolused in the vehicle that receives the message, then the vehicle maymodify the protocol of the received message. In one aspect, the protocolof the message can be converted into another protocol by changing asyntax of a set of bits of the data included in the message. As anotherexample of protocol conversion, one or more subsets of bits of the datain the message can be unpacked or extracted for inclusion into adifferent, second message that is in another protocol. The protocol of amessage can be changed by converting the data in the message bynormalizing values of the data. The above examples are not all inclusiveas additional conversion mechanisms may be used to change the protocolof a message. The protocol may be changed to a protocol that is used bythe vehicle that receives the message. Changing the protocol of themessage can form a new message. For example, a first message may becommunicated in a first protocol, and upon receipt and modification ofthe first protocol of the first message into a different, secondprotocol, a different, second message may be formed.

The message having the changed protocol may then be communicated to asystem onboard the vehicle that received the message. For example, themessage with the converted protocol may then be communicated to controlsystem (also referred to as a control unit) of the vehicle in order tocontrol movement of the vehicle. Optionally, systems other than vehiclesmay receive messages, convert protocols of the messages, and use themessages in the converted protocol.

Vehicles may use different protocols when the vehicles are differenttypes of vehicles. For example, propulsion-generating vehiclesmanufactured by different companies may use different protocols formessaging between the vehicles. As another example, vehicles thatoperate in different manners may use different protocols in messaging. Avehicle that consumes diesel fuel may use a different messaging protocolthan the vehicle that is powered by electric current received from asource such as an overhead catenary, an electrified wire or otherconductive body, and onboard battery, or the like. Prior to the subjectmatter described herein, these different types of vehicles may not havebeen able to be included in the same vehicle consist to communicate witheach other and concurrently operate to move the vehicle consist.

The messages described herein may be communicated to and/or fromlocations that are off-board a vehicle. For example, a stationaryfacility, such as a dispatch facility, a maintenance facility, a repairfacility, a vehicle yard, or the like, may communicate wireless messagesto one or more vehicles in the vehicle consist that are in differentprotocols that are used by the vehicles. Optionally, the vehicles maycommunicate messages to the off-board facilities that are in differentprotocols used by the off-board facility. The vehicles and/or off-boardfacility can convert the protocols of messages received in differentprotocols that are used by the vehicles and/or off-board facilities.

In one aspect, changing the protocol of the message may change the datacontent of the message. For example, numerical values, settings, or thelike, that are included in the wireless message may be changed uponconverting the protocol of the message. With respect to vehicleconsists, a lead vehicle may communicate a message that directs a remotevehicle to change a throttle setting of the remote vehicle to a settingdesignated by the message. Upon conversion of the protocol of themessage, this throttle setting value communicated in the message in theprevious protocol may be changed to another throttle setting in the newprotocol.

The protocols of the messages may be determined in a variety of manners.As one example, the content of the received message may be examined inorder to determine the protocol the message. Different protocols may beassociated with different types of content in the messages. The dataincluded in a received message may be compared to different sets ofdesignated data content that are associated with different messagingprotocols. Depending on which set of designated data contents that thedata content in a received message matches (or more closely matches thanother sets of designated data contents), the systems and methodsdescribed herein can determine the messaging protocol of the receivedmessage. Optionally, the message may identify the protocol used by themessage. For example, a received message may include identifying data ordatum that represents or identifies the protocol in which the message iscommunicated.

The messaging protocol used by a system in sending messages to othersystems may change based on the protocol of a message received by thesystem. With respect to vehicle concepts, a remote vehicle may beconfigured to use a first messaging protocol for sending messages to thelead vehicle in the same vehicle consist. Upon receipt of a message fromthe lead vehicle in a different, second messaging protocol, the remotevehicle may change a messaging configuration of the remote vehicle sothat the remote vehicle begins to use the same messaging protocol as thelead vehicle. For future messages, the remote vehicle may communicatethe messages in the first messaging protocol used by the lead vehicle,as opposed to using the second messaging protocol that is not used bythe lead vehicle. As a result, remote vehicles in the vehicle consistmay adapt to the messaging protocol being used by the lead vehicle inthe event that the lead vehicle uses a different messaging protocol thanone or more, or all, of the remote vehicles in the vehicle consist.

FIG. 4 illustrates one embodiment of a communication system 100 of avehicle consist or vehicle system 102. The illustrated vehicle consist102 includes propulsion-generating vehicles 104, 106 (e.g., vehicles104, 106A, 106B, 106C) and non-propulsion-generating vehicles 108 (e.g.,vehicles 108A, 108B) that travel together along a route 110. Althoughthe vehicles 104, 106, 108 are shown as being mechanically coupled witheach other, optionally, the vehicles 104, 106, 108 may not bemechanically coupled with each other. The vehicles 104, 106 canrepresent one or more of the vehicles 12, 14 shown in FIG. 3 and/or thevehicles 108 can represent one or more of the vehicles 15 shown in FIG.3.

The vehicles 104 may represent vehicles such as automobiles,locomotives, marine vessels, or the like, the vehicles 106 may representtrailers, rail cars, barges, or the like, and the vehicle consist 102can represent a grouping or coupling of these vehicles. The number andarrangement of the vehicles 104, 106, 108 in the vehicle consist 102 areprovided as one example and are not intended as limitations on allembodiments of the subject matter described herein.

In one embodiment, the group of vehicles 104, 106, 108 may be referredto as a vehicle system, with groups of one or more adjacent orneighboring propulsion-generating vehicles 104 and/or 106 being referredto as a vehicle consist. For example, the vehicles 104, 106A, 106B,108A, 108B, and 106C may be referred to as a vehicle system withvehicles 104, 106A, 106B be referred to as a first vehicle consist ofthe vehicle system and the vehicle 106C referred to as a second vehicleconsist in the vehicle system. Alternatively, the vehicle consists maybe defined as the vehicles that are adjacent or neighboring to eachother, such as a vehicle consist defined by the vehicles 104, 106A,106B, 108A, 108B, 106C.

The propulsion-generating vehicles 104, 106 can be arranged in a DParrangement. For example, the propulsion-generating vehicles 104, 106can include a lead vehicle 104 that issues command messages to the otherpropulsion-generating vehicles 106A, 106B, 106C which are referred toherein as remote vehicles. The designations “lead” and “remote” are notintended to denote spatial locations of the propulsion-generatingvehicles 104, 106 in the vehicle consist 102, but instead are used toindicate which propulsion-generating vehicle 104, 106 is communicating(e.g., transmitting, broadcasting, or a combination of transmitting andbroadcasting) command messages and which propulsion-generating vehicles104, 106 are being remotely controlled using the command messages. Forexample, the lead vehicle 104 may or may not be disposed at the frontend of the vehicle consist 102 (e.g., along a direction of travel of thevehicle consist 102). Additionally, the remote vehicles 106A-C need notbe separated from the lead vehicle 104. For example, a remote vehicle106A-C may be directly coupled with the lead vehicle 104 or may beseparated from the lead vehicle 104 by one or more other remote vehicles106A-C and/or non-propulsion-generating vehicles 108.

The command messages may include directives that direct operations ofthe remote vehicles. These directives can include propulsion commandsthat direct propulsion subsystems of the remote vehicles to move at adesignated speed and/or power level, brake commands that direct theremote vehicles to apply brakes at a designated level, and/or othercommands. The lead vehicle 104 issues the command messages to coordinatethe tractive efforts and/or braking efforts provided by thepropulsion-generating vehicles 104, 106 in order to propel the vehicleconsist 102 along a route 110, such as a track, road, waterway, or thelike.

The command messages can be communicated using the communication system100. In one embodiment, the command messages are wirelessly communicatedusing the communication system 100. The communication system 100 mayinclude wireless transceiving hardware and circuitry disposed onboardtwo or more of the vehicles 104, 106. Prior to the remote vehicles beingremotely controlled by a lead vehicle in the vehicle consists,communication links may be established between the lead and remotevehicles.

FIG. 5 illustrates a flowchart of one embodiment of a method 200 forconverting protocols of messages. The method 200 may be performed by oneor more embodiments of the communication systems described herein. At202, a message is communicated to the vehicle. The message may bewirelessly communicated to vehicle from another vehicle, such as a leadvehicle communicating a command message to a remote vehicle in order toremotely control movement of the remote vehicle. Optionally, the messagemay be communicated from an off-board location to the vehicle, from theremote vehicle to the lead vehicle, or from another location. A devicelocated off-board the vehicle (e.g., an operator hand-held remotecontrol) may remotely control movement of the vehicle by communicatingwireless messages to the vehicle. While the description herein focuseson wireless communication messages, embodiments of the subject mattermay relate communication of messages and other manners. For example,determining and changing messaging protocols as described herein alsomay be used with messages communicated over one or more conductivepathways, such as wires, cables, rails, bus bars, or the like.Additionally, the description herein focuses on vehicles, embodiments ofthe subject matter described herein also may relate to non-vehiclesystems.

The message may be a command message that directs a vehicle to changeoperational settings. For example, a command message may be sent from alead vehicle to a remote vehicle in order for the lead vehicle toremotely control a throttle setting, brake setting, speed, acceleration,or the like, of the remote vehicle. Optionally, the message may be areply or response message sent from a remote vehicle to a lead vehicleto confirm receipt of a lead message and/or to notify the lead vehiclethat the change in operational settings has been implemented.

At 204, a protocol of the message is determined. In one embodiment, thedata content of the message may be examined in order to identify theprotocol of the received message. The data content of a message caninclude the information included in the message, such as datarepresented by different bits, bytes, or the like, in the message.Different messaging protocols may format the data content of the messagein different manners. For example, different messaging protocols mayplace the same information in different orders within the messages,using different values in the messages, in different locations withinthe messages (e.g., headers, payloads, trailers, or the like), etc. Thedata that is included in the received message can be examined todetermine whether or not the format of the data corresponds to ormatches the manner in which one or more protocols are known to formatdata within messages.

In one aspect, different sets of designated data contents, or formats ofdata contents, may be associated with different messaging protocols. Thedata content, or at least a portion thereof, of a received message canbe examined and compared to the different sets of data content. If theformat of the data content in a received message matches a set ofdesignated data content associated with a first messaging protocol (ormore closely matches the set of designated data content associated withthe first messaging protocol than other sets of designated data contentsassociated with other messaging protocols), then the received messagemay be identified as being in the first messaging protocol.

FIG. 6 is a schematic diagram of a message 300 in accordance with oneembodiment. The message 300 may be communicated as a series of bits thatare included or arranged in frames, such as a header frame 302, a data(or payload) frame 304, and a footer (or trailer) frame 306.Alternatively, the message 300 may be composed of a series of bits thatare arranged in another format. The arrangement of the bits in themessage 300 may indicate which protocol is used to communicate themessage 300. For example, one or more bits in the header frame 302and/or the footer frame 306 may indicate the format that is used tocommunicate the message 300. The data frame 304 can include bits thatrepresent information conveyed by the message 300, such as a value ofone or more settings, data parameters, or the like.

One or more subsets of the header frame 302, the data frame 304, and/orthe footer frame 306 can be examined to determine the protocol of themessage 300. For example, one or more bits of the message 300 can beextracted and compared to different identification sets of bitsassociated with different messaging protocols. Based on this comparison,the protocol of the message 300 can be determined. In one embodiment,the extracted set of bits from the message 300 (e.g., the first throughn^(th) bits in one or more of the frames 302, 304, and/or 306) to one ormore identification sets of bits recorded in a memory, such as a table(e.g., a look-up table), list, or other logical structure, to determinea degree of match between the extracted bits and the recorded sets. Theidentification sets may include different sets of bits that areassociated with different message protocols.

The degree of match between the extracted set from the message 300 andan identification set can be measured as a percentage, fraction, orother quantifiable measurement that represents how much of the extractedset is the same as the identification set. If the degree of matchbetween the extracted set and the identification set exceeds athreshold, then the protocol of the message 300 is identified as theformat associated with the identification set in the memory. On theother hand, if the degree of match does not exceed the threshold, thenthe protocol of the message 300 is not identified as the protocolassociated with the identification set in the memory structure.

As another example, the received message may identify the messagingprotocol of the message. The message can include identifying data ordatum that represents the protocol of the message. Different protocolsmay be associated with different names, different numerical valuesincluded in the message, or other information that is included in themessage. This may be data that is added to the message in order toidentify the protocol. Based on the presence of this identifyinginformation, the protocol of the received message can be identified.Alternatively, the absence of identifying information may be used toidentify the protocol of a received message. For example, one or moreprotocols may not include identifying information in messagescommunicating using the one or more protocols. The failure to find theidentifying information in a received message may be used to determinethat the received message is communicated using one of these protocols.

Returning to the description of the flowchart of the method 200 shown inFIG. 5, at 206, a determination is made as to whether or not theprotocol of the received message is an accepted protocol for thevehicle. An accepted protocol represents a protocol that can be read,understood, or otherwise used by the vehicle or a system of the vehicle.An unacceptable protocol includes protocols that are not able to beread, understood, or otherwise used by the vehicle or system that isonboard the vehicle. The acceptable protocols for the vehicle and/orsystem of the vehicle may be stored in a memory of the vehicle(described below).

If the protocol of the received message is an acceptable protocol, thenthe protocol the message may not need to be converted to anotherprotocol in order for the vehicle to use the received message. As aresult, flow of the method 200 can proceed to 208. On the other hand, ifthe protocol of the received message is not an acceptable protocol forthe vehicle or system of the vehicle, then the protocol of the messagemay need to be converted before the vehicle or system of the vehicle canuse the message. As a result, flow of the method 200 can proceed to 210.

At 210, an acceptable protocol for the vehicle is determined. Forexample, a system onboard the vehicle may be able to read, understand,or otherwise use messages communicated in one or more designatedprotocols. The acceptable protocol or protocols may be stored in amemory of the vehicle (described below).

At 212, the protocol of the message is changed to an acceptable protocolof the vehicle and/or system of the vehicle that will be using themessage. The message protocol can be changed in one or more ways. Forexample, changing the format of the message can modify the protocol ofthe message from an unacceptable protocol to an acceptable protocol. Inone aspect, the protocol of the message can be converted into anotherprotocol by changing a syntax of a set of bits of the data included inthe message. As another example of protocol conversion, one or moresubsets of bits of the data in the message can be unpacked or extractedfor inclusion into a different, second message that is in anotherprotocol. The protocol of a message can be changed by converting thedata in the message by normalizing values of the data. The aboveexamples are not all inclusive as additional conversion mechanisms maybe used to change the protocol of a message. The protocol of a messagecan be changed from a first protocol (e.g., a first closed format) to adifferent, second protocol (e.g., an open format or a different, secondclosed format). The protocol of a message can be changed by modifyingthe values and/or order of one or more subsets of the message (e.g.,such as the bits in the message 300 shown in FIG. 6).

In one embodiment, the protocol of a message is converted by changing anidentification of a numerical value that is conveyed by the message. Forexample, different numerical values may be included in a message torepresent different operational settings that a system or the vehicle isto implement (e.g., throttle settings, brake settings, speeds,accelerations, etc.). These values can be referred to as dataparameters, and may be identified in messages by different or uniqueidentification numbers or alphanumeric strings. The identifications ofthe data parameters may be conveyed in the messages (e.g., the message300 shown in FIG. 6) to notify recipients of the message of the dataparameter that is represented by the message. The identifications may beconveyed in the header frame 302 (shown in FIG. 6) of the message thatcommunicates the data parameter, or in another location.

The identifications used to distinguish between the different dataparameters may vary between different protocols. The identification in afirst message may be changed to a different identification used by adifferent, second protocol. The identification used in the message of afirst protocol that is received may be referred to as an input dataparameter identification and the identification used in the message of asecond protocol after converting the message protocol may be referred toas an output data parameter identification.

In another example, the protocol of a message can be converted toanother protocol by changing a size of the message. Different protocolsmay use differently sized messages. For example, a first protocol mayuse a first number of bits to convey the message 300 (shown in FIG. 6)while a different, second protocol may use a different, second number ofbits to convey the message 300. The size of the message in a firstprotocol that is received may be referred to as an input size of themessage and the converted size of the message in the different, secondprotocol may be referred to as an output size of the message. Changingthe size of a message can involve removing portions of the message thatdo not change the value of the data parameter. Changing the size of amessage can involve adding one or more bits to the message that do notalter the value of the data parameter conveyed by the message.

In another example, the protocol of a message is changed by applying amultiplier to one or more values represented by data in the message. Forexample, the value represented by data in the message can be multipliedby one or more constants to change the value from an initial value to aconverted value. For example, an initial value (I) in a message may bemultiplied by a constant (k) to create a converted value (C=I×k). Theconverted value is included in the message in the converted protocol.

In another example, the protocol of a message can be changed by applyinga divisor to one or more values represented by data in the message. Forexample, the value represented by data in the message can be divided byone or more constants to change the value from an initial value to aconverted value. An initial value (I) in the message in a first protocolmay be divided by a constant (k) to create a converted value (C=I/k).The converted value can be included in the message in the convertedprotocol.

In another example, the protocol of a message can be changed by applyinga bias to one or more values represented by data in the message. One ormore constants may be added to or subtracted from a value of data in themessage to change the value from an initial value to a converted valueand thereby convert the protocol of the message. For example, an initialvalue (I) may be changed by a constant (b) to create a converted value(C=I+b). The converted value can be included in the message in theconverted protocol.

In another example, the protocol of a message can be changed by alteringa position of a decimal in one or more values represented by data in themessage. The position of a decimal in a value of a message in a firstprotocol may be shifted to another position to convert the protocol ofthe message to a second protocol. For example, an input message mayinclude a value of 123.456. Converting the protocol of the message mayoccur by shifting the decimal point of the value to 12.3456 or 1234.56and including the value having the shifted decimal point in a convertedprotocol message.

The protocol of a message can be changed by extracting a portion of themessage and conveying the extracted portion in another message. Forexample, based on the protocol of the received message and theacceptable protocol of the vehicle that received the message, a startbit and a number of read bits may be identified. Different protocols maybe associated with different starting bits and/or different numbers ofread bits in a memory. Based on the identified protocol of the receivedmessage and the acceptable protocol of the vehicle or system, thestarting bit and number of read bits can be determined. The start bitindicates where in a data string that a portion of the data is to beextracted from and the number of read bits identifies how much of thedata string starting at the start bit is to be extracted. As oneexample, a message may include the data string represented as“HGFEDCBA.” If the start bit is four and the number of read bits is one,the bit “E” may be extracted from the message and included in a messagein a converted protocol.

The preceding provides some examples of the manners in which theprotocol of a message can be changed. The above examples, however, arenot exclusive. Other techniques and methods of converting the protocolof the messages may be used.

Returning to the description of the flowchart the method 200 shown inFIG. 5, at 214, the message in the converted protocol is communicated toa system of the vehicle, such as a control system or control unit(described below). The message in the converted protocol may becommunicated to the control system or other system that uses informationincluded in the message of the converted protocol to control one or moreoperations of the vehicle. For example, a control system of the vehiclemay change a throttle setting, brake setting, speed, acceleration, orthe like, of the vehicle based on information included in the message inthe converted protocol. In doing so, a lead vehicle using a firstmessaging protocol can remotely control movement of a remote vehiclethat cannot understand or use messages in the first protocol, but thatcan understand or use messages in a different, second messagingprotocol.

At 216, operation of the vehicle is controlled according to the messagein the converted protocol. A control system or unit of the vehicle maychange one or more operational settings of the vehicle based oninformation included in the message in the converted protocol. Forexample, the control system may change a throttle setting, brakesetting, speed, acceleration, or the like, of the vehicle based on theinformation included in the converted message.

In one embodiment, at 218, the protocol used by the vehicle for sendingmessages to one or more off-board locations is changed. For example, ifthe remote vehicle communicates messages using a first messagingprotocol, but receives one or more messages from a lead vehicle in adifferent, second messaging protocol, then the remote vehicle can switchfrom communicating messages in the first protocol to the secondprotocol. The remote vehicle may begin communicating messages to thelead vehicle or other vehicles using the second messaging protocol. Indoing so, the remote vehicle can adapt to different messaging protocolsused by other vehicles or sources of messages. Alternatively, the method200 may not include the operations described in connection with 218 inFIG. 5.

FIG. 7 is a schematic diagram of a propulsion-generating vehicle 400 inaccordance with one embodiment. The vehicle 400 may represent one ormore of the vehicles 104, 106 shown in FIG. 4. The communication system100 shown in FIG. 4 may include one or more components onboard thevehicle 400 that are used to establish communication links between thevehicle 400 and one or more other vehicles in the same vehicle consist.

The vehicle 400 includes a control unit or control system 402 thatcontrols operations of the vehicle 400. The control unit 402 can includeor represent one or more hardware circuits or circuitry that include,are connected with, or that both include and are connected with one ormore processors, controllers, or other hardware logic-based devices. Inone embodiment, the control unit 402 represents one or more of theprocessors 60 shown in FIG. 3. The control unit 402 is connected with aninput device 404 and an output device 406. The control unit 402 canreceive manual input from an operator of the propulsion-generatingvehicle 400 through the input device 404, such as a touchscreen,keyboard, electronic mouse, microphone, or the like. For example, thecontrol unit 402 can receive manually input changes to the tractiveeffort, braking effort, speed, power output, and the like, from theinput device 404. The control unit 402 can present information to theoperator using the output device 406, which can represent a displayscreen (e.g., touchscreen or other screen), speakers, printer, or thelike. For example, the control unit 402 can present the contents,protocols, or the like, of messages received by the vehicle 400 and/orcommunicated from the vehicle 400.

The control unit 402 is connected with a propulsion subsystem 408 of thepropulsion-generating vehicle 400. The propulsion subsystem 408 providestractive effort and/or braking effort of the propulsion-generatingvehicle 400. The propulsion subsystem 408 may include or represent oneor more engines, motors, alternators, generators, brakes, batteries,turbines, and the like, that operate to propel the propulsion-generatingvehicle 400 under the manual or autonomous control that is implementedby the control unit 400. For example, the control unit 400 can generatecontrol signals autonomously or based on manual input that is used todirect operations of the propulsion subsystem 408.

The control unit 402 also is connected with a communication unit 410 anda memory 412 of the communication system in the propulsion-generatingvehicle 400. The memory 412 can represent an onboard device thatelectronically and/or magnetically stores data. For example, the memory412 may represent a computer hard drive, random access memory, read-onlymemory, dynamic random access memory, an optical drive, or the like. Thecommunication unit 410 includes or represents hardware and/or softwarethat is used to communicate with other vehicles 400 in the vehicleconsist 102. For example, the communication unit 410 may include atransceiver and associated circuitry (e.g., antennas) 414 for wirelesslycommunicating (e.g., communicating and/or receiving) messages.Optionally, the communication unit 410 includes circuitry forcommunicating the messages over a wired connection 416, such as anelectric multiple unit (eMU) line of the vehicle consist 102 or anotherconductive pathway between or among the propulsion-generating vehicles104, 106, 400 in the vehicle consist 102. The control unit 402 maycontrol the communication unit 410 by activating the communication unit410.

The communication unit 410 can examine the messages that are received bythe vehicle 400 and determine whether the protocol of the messages needsto be changed. As described above, the communication unit 410 candetermine the protocol of received messages, determine if the protocolis acceptable to the vehicle 400 or the control unit 402 of the vehicle400, and change the protocol of the message (which may include forming anew message with the new protocol or changing the protocol of thereceived message without forming a new message).

The memory 412 can store messaging protocols and information used todetermine protocols of received messages, information to determineacceptable protocols of the vehicle 400 and/or control unit 412,information on how to change protocols of a message, and the like. Forexample, the memory 412 can store sets of data content of messagesassociated with different protocols, identifying information included inmessages associated with different protocols, and other informationdescribed herein that can be used by the communication unit 410 todetermine the protocol of a received message.

In one embodiment, a method (e.g., for converting protocols of messages)includes receiving a first wireless message onboard a first vehicle in avehicle consist that includes the first vehicle and one or moreadditional vehicles, determining a first protocol of the first wirelessmessage, determining a different, second protocol used by a controlsystem disposed onboard the first vehicle, changing the first wirelessmessage to a different, second message by modifying the first protocolof the first wireless message to the different, second protocol, andcommunicating the second message to the control system.

In one aspect, receiving the first wireless message can includereceiving the first wireless message from a second vehicle of the one ormore additional vehicles. The method also can include controllingmovement of the first vehicle based at least in part on data included inthe first wireless message.

In one aspect, the first vehicle and the second vehicle can be differenttypes of vehicles.

In one aspect, receiving the first wireless message can includereceiving the first wireless message from a stationary facility disposedoff-board the vehicle consist. The method also can include controllingmovement of the first vehicle based at least in part on data included inthe first wireless message.

In one aspect, changing the first wireless message to the different,second message can include changing first data content of the firstwireless message to different, second data content of the secondmessage.

In one aspect, determining the first protocol of the first wirelessmessage can include comparing data content of the first wireless messagewith designated data contents associated with different messageprotocols and selecting the second protocol from among the differentmessage protocols based (at least in part) on comparing the data contentof the first wireless message with the designated data contentsassociated with the different message protocols.

In one aspect, determining the first protocol of the first wirelessmessage can include examining protocol identifying datum or dataincluded in the first wireless message that identifies the firstprotocol.

In one aspect, prior to determining the first protocol of the firstwireless message received at the first vehicle, the first vehicle can beconfigured to communicate one or more other wireless messages in one ormore other protocols that differ from the first protocol.

In one aspect, the method can include changing a communicationconfiguration of the first vehicle responsive to determining the firstprotocol of the first wireless message received at the first vehiclesuch that one or more third wireless messages communicated from thefirst vehicle to the second vehicle are communicated in the firstprotocol.

In another embodiment, a system (e.g., a communication system) includesa communication unit having transceiving circuitry configured to bedisposed onboard a first vehicle in a vehicle consist that includes thefirst vehicle and one or more additional vehicles. The communicationunit can be configured to receive a first wireless message and todetermine a first protocol of the first wireless message, and todetermine a different, second protocol used by a control system disposedonboard the first vehicle. The communication unit also can be configuredto change the first wireless message to a different, second message bymodifying the first protocol of the first wireless message to thedifferent, second protocol, and to communicate the second message to thecontrol system.

In one aspect, the communication unit can be configured to receive thefirst wireless message from a second vehicle of the one or moreadditional vehicles. The system also can include the control system thatis configured to control movement of the first vehicle based at least inpart on data included in the first wireless message.

In one aspect, the first vehicle and the second vehicle can be differenttypes of vehicles.

In one aspect, the communication unit can be configured to receive thefirst wireless message from a stationary facility disposed off-board thevehicle consist. The system also can include the control system that isconfigured to control movement of the first vehicle based at least inpart on data included in the first wireless message.

In one aspect, the communication unit can be configured to change thefirst wireless message to the different, second message by changingfirst data content of the first wireless message to different, seconddata content of the second message.

In one aspect, the communication unit can be configured to determine thefirst protocol of the first wireless message by comparing data contentof the first wireless message with designated data contents associatedwith different message protocols and selecting the second protocol fromamong the different message protocols based on comparing the datacontent of the first wireless message with the designated data contentsassociated with the different message protocols.

In one aspect, the communication unit can be configured to determine thefirst protocol of the first wireless message by examining protocolidentifying datum or data included in the first wireless message thatidentifies the first protocol.

In one aspect, prior to determining the first protocol of the firstwireless message received at the first vehicle, the communication unitcan be configured to communicate one or more other wireless messages tothe second vehicle in one or more other protocols that differ from thefirst protocol. The communication unit can be configured to change acommunication configuration of the communication unit responsive todetermining the first protocol of the first wireless message received atthe first vehicle such that one or more third wireless messagescommunicated from the communication unit to the second vehicle arecommunicated in the first protocol.

In another embodiment, a method (e.g., for converting protocols ofmessages) includes receiving a first message at a remote vehicle from alead vehicle in a vehicle consist that includes the lead vehicleremotely controlling movement of the remote vehicle along a route,determining a first protocol of the first message, determining adifferent, second protocol used by a control system disposed onboard theremote vehicle, changing the first protocol of the first message to thesecond protocol, and communicating the first message in the secondprotocol to the control system of the remote vehicle to control themovement of the remote vehicle.

In one aspect, the lead vehicle and the remote vehicles can be differenttypes of vehicles.

In one aspect, the method also can include changing a protocol used bythe remote vehicle to communicate a reply message to the lead vehicleresponsive to determining the first protocol of the command messagereceived from the lead vehicle.

One or more embodiments of the inventive subject matter described hereinprovide vehicle control systems that detect losses in communicationbetween two or more vehicles in the same vehicle system andautomatically determine a transitional plan to shift operation (e.g.,movement) of the vehicle system from a current state (e.g., traveling ata speed limit of a route) to a reduced state (e.g., traveling at areduced speed limit). The transitional plan may be generated and/orimplemented automatically to change throttle settings, brake settings,or the like, of the vehicle system without requiring operatorintervention or action. This can reduce distractions to the operator andallow the operator to continue monitoring other operations of thevehicle system during transition from the current state to the reducedstate. The control systems may detect when the communication loss isterminated (e.g., when communication between the vehicles isre-established) and, responsive to regaining communication, the controlsystems may automatically determine a return plan to shift operation ofthe vehicle system from the reduced state back to a normal or fullyoperational state (e.g., traveling at the speed limit of the route). Thereturn plan may be generated and/or implemented automatically to changethrottle settings, brake settings, or the like, of the vehicle systemwithout requiring operator intervention or action.

FIG. 8 illustrates one embodiment of a vehicle system 800 having acontrol system 802 disposed thereon. The vehicle system includes two ormore vehicles 804, 806 traveling together along a route 808. Thevehicles 804 can include one or more propulsion-generating vehicles,such as automobiles, locomotives, marine vessels, mining vehicles, orother off-highway vehicles (e.g., vehicles that are not legallypermitted or not designed for travel on public roadways) that generatepropulsive force to move the vehicles and the vehicle system along theroute. In one embodiment, the vehicles 804 represent one or more of thevehicles 12, 14 (shown in FIG. 3) 104, 106 (shown in FIG. 4), 400 (shownin FIG. 7). The vehicles 806 optionally can include one or morenon-propulsion-generating vehicles, such as trailers, rail cars, barges,or the like, that do not generate propulsive force. In one embodiment,the vehicles 806 represent one or more of the vehicles 15 (shown in FIG.3), 108 (shown in FIG. 4). The number and arrangement of the vehiclesare provided merely as one example and are not limiting on allembodiments of the inventive subject matter described herein. Thevehicles may be mechanically coupled with each other (e.g., by couplers)or may not be mechanically coupled, but may be logically coupled. Forexample, the vehicles may not be connected with each other, but maycommunicate with each other via onboard communication devices 810 toallow the vehicles and/or other devices described herein to communicatewith each other. In one embodiment, the vehicles may communicate witheach other to coordinate the propulsive and braking forces generated bythe vehicles so that the vehicles travel together along the route as thevehicle system. One or more of the communication devices 810 canrepresent at least one of the communication unit 410 shown in FIG. 7.

At least one of the vehicles includes the control system that determinesand optionally automatically implements operational settings of one ormore of the vehicles. As described below, the control system may obtainan operational plan that dictates or designates different operationalsettings of the vehicle system and/or vehicles for different locationsalong the route, different times during a trip of the vehicle system,and/or different distances along the route. For example, the operationalplan may designate different speeds, throttle settings, brake settings,etc., that the vehicle system and/or vehicles are to travel according toat different locations along the route. This plan may be generated toreduce fuel consumption and/or emission generation by the vehicle system(while still traveling on schedule) relative to the vehicle systemtraveling according to other settings (e.g., traveling at the speedlimit of the route the entire time).

The control system may communicate with devices off-board the vehicle onwhich the control system is disposed. For example, the control systemmay communicate with a monitoring device 812 that is disposed onboardanother vehicle of the same vehicle system. The monitoring device 812can measure or sense characteristics of the vehicle system and reportthe characteristics to the control system. In one embodiment, themonitoring device 812 is an end-of-train (EOT) or end-of-vehicle (EOV)device that is disposed at a trailing end of the vehicle system (e.g.,along a direction of travel of the vehicle system). The monitoringdevice 812 may measure characteristics such as a status of a brakingsystem of the vehicle system (e.g., air pressure in an air brake system)and communicate this information to the control system via thecommunication devices of the monitoring device and the control system.

The control system may use the information provided by the monitoringdevice to determine whether and how to change operations of the vehiclesystem. For example, responsive to determining that there isinsufficient air pressure in the braking system of the vehicle system tosafely stop movement of the vehicle system in the event of an emergency,the control system may reduce speed of the vehicle system.

As another example, the control system may communicate with controlsystems disposed onboard other vehicles in the same vehicle system. Forexample, the control system onboard one of the vehicles may communicatewith control systems onboard other vehicles (e.g., propulsion-generatingvehicles) to direct the operational settings of the other vehicles. Thistype of arrangement can be referred to as a DP arrangement. The controlsystem onboard the vehicle that is directing the operational settings ofother vehicles may be referred to as a lead control system onboard alead vehicle, although the lead control system may not be disposedonboard the vehicle at the front end of the vehicle system (e.g., alongthe direction of travel of the vehicle system).

Because of the importance of the information communicated between thecontrol system and one or more other components disposed on othervehicles, a loss in communication between the control system and one ormore of these components can present a significant safety risk. Thecontrol system may be designed (e.g., programmed or otherwiseconfigured) to determine an operational restriction on movement of thevehicle system responsive to such a communication loss occurring. Thisoperational restriction can include a reduced speed limit (e.g., a speedlimit that is slower than the speed limit of the route that is in placewithout the communication loss), a limitation on changes in the throttlesettings of the vehicle system (e.g., a prohibition on increasing thethrottle setting), or the like. The control system may determine atransitional plan for changing movement of the vehicle system from acurrent state to a reduced state that complies with the operationalrestriction and may then automatically implement this transitional plan.

For example, the control system may generate a plan or communicate withan energy management system (described below) to obtain a plan thatdictates or designates different operational settings of the vehiclesystem at different locations, times, and/or distances along the route.Implementation of this plan can transition operation of the vehiclesystem from a current state (e.g., the speed at which the vehicle systemwas traveling prior to or at the time when the communication lossoccurred) to a reduced state (e.g., the reduced speed limit). Responsiveto communication being re-established, the control system may determineor obtain a return plan that dictates or designates differentoperational settings of the vehicle system at different locations,times, and/or distances along the route. Implementation of this returnplan can transition operation of the vehicle system from the reducedstate to another state, such as the state of the vehicle system prior toor at the time of the communication loss, travel at the speed limit ofthe route (e.g., and not the reduced limit), or another state. Theseplans may be determined and/or implemented automatically (e.g., withoutoperator intervention) to eliminate or reduce distraction to an operatorof the vehicle system (relative to the operator manually determining orimplementing the plans).

FIG. 9 illustrates a flowchart of one embodiment of a method 900 forcontrolling operation of a vehicle system. The method 900 representsoperations that may be performed by one or more of the processors,control units, and/or control systems described herein, the softwareapplication operating on or with one or more of the processors, controlunits, and/or control systems described herein, and/or an algorithm thatmay be used to control operation of one or more of the processors,control units, and/or control systems described herein. At 902, thevehicle system travels (e.g., moves) along a route. The vehicle systemmay move automatically according to an operational plan. The operationalplan directs the control system to control the vehicle system to travelat different speeds, use different throttle settings, or the like,during movement along the route. The operational plan may dictate ordesignate different operational settings at different times, locationsalong the route, and/or distances along the route. The operational planmay be generated to reduce fuel consumption and/or emission generationof the vehicle system relative to the vehicle system traveling usingother settings, such as by traveling at the speed limit of the routeduring the entire trip. In one embodiment, the operational plan may be atrip plan as described in U.S. patent application Ser. No. 14/863,998,the entire disclosure of which is incorporated herein by reference.

With continued reference to the flowchart of the method 900 shown inFIG. 9, FIG. 10 illustrates one example of movement of a vehicle systemalong a route. The movement of the vehicle system is represented by anoperational plan 1000 shown alongside a horizontal axis 1002 and avertical axis 1004. The horizontal axis is representative of differentlocations along the route, time, and/or different distances along theroute. The vertical axis is representative of different operationalsettings of the vehicle system, such as speeds, throttle settings, orthe like. As described above, the operational plan may dictate ordesignate different operational settings of the vehicle system atdifferent locations along the route, times, and/or distances along theroute.

At 904 in the flowchart of the method 900, a determination is made as towhether the control system has experienced or detected a communicationloss. The control system may lose the ability to communicate withanother vehicle and/or the monitoring device. The control system may usethe information provided by the monitoring device to determine whetherand how to change operations of the vehicle system. For example,responsive to determining that there is insufficient air pressure in thebraking system of the vehicle system to safely stop movement of thevehicle system in the event of an emergency, the control system mayreduce speed of the vehicle system.

The communication loss may occur due to interference, a fault in one ormore communication devices, or the like. A communication loss may beidentified responsive to the control system being unable to communicate(e.g., receive and/or send one or more signals) with another vehicle orthe monitoring device for at least a designated period of time, such asat least ten seconds, at least fifteen seconds, or at least twentyseconds. If a communication loss occurs, then flow of the method 1000can proceed toward 1006. Otherwise, flow of the method 1000 can returntoward 1002. In FIG. 10, a communication loss 1006 occurs at a time,location on the route, and/or distance along the route shown along thehorizontal axis 1002.

In one embodiment, the communication loss may occur when a communicationpath ceases to be available for one or more systems or subsystems of avehicle system. Communications may be switched to being sent and/orreceived over one or more other (e.g., auxiliary) communication paths,as described above. Optionally, a communication loss may occurresponsive to one or more systems onboard the vehicle system beingunable to process a message or signal due to the protocol of the messageor signal. For example, a wireless signal sent from one system mayinclude a message in a first protocol that may not be able to beconverted into a different, second protocol used by another system. Theinability of this other system to process the signal due to thedifferent protocol may represent a communication loss.

At 906 in the flowchart of the method 900, an operational restriction1008 (shown in FIG. 10) on movement of the vehicle system is determinedresponsive to the communication loss occurring. The control system maydetermine the operational restriction while the vehicle system continuesto move along the route. The operational restriction may be a reducedspeed limit (e.g., slower than the speed limit of the route), reducedupper limit on throttle settings, or the like. The operationalrestriction may be based on the route and/or a current operationalsetting of the vehicle system. For example, different routes may beassociated with different reduced speed limits that are to be used inresponse to a communication loss. As another example, the operationalrestriction may be a fraction of a current moving speed of the vehiclesystem, such as half of the current speed.

In one embodiment, the operational restriction may be based on orobtained from a wayside device. For example, positive train control(PTC) systems have wayside devices disposed alongside a route. Thesedevices can communicate with nearby vehicles via wired connections(e.g., through conductive rails of a route) and/or wireless connectionsin order to inform the vehicles of speed restrictions. The waysidedevices can communicate the operational restriction that is determinedat 206 to the control system. For example, if a PTC system would requirevehicle systems to travel no faster than ten kilometers per hour (kph)if an upcoming segment of the route were occupied or damaged, then thisspeed restriction may be communicated to the control system as theoperational restriction. The speed restriction can be communicated evenif the cause for implementing the speed restriction (e.g., the routeoccupancy or damage) is not actually occurring.

Optionally, the operational restriction may be based on a collisionavoidance objective. This objective may be a goal to prevent the vehiclesystem from colliding with or otherwise contacting one or more otherobjects, such as other vehicles. For example, the operationalrestriction may be a reduced speed limit, a buffer distance (with thevehicle system being required to remain at least as far away as thebuffer distance from other vehicles), an acceleration limitation, orother restriction that prevents the vehicle system from colliding withone or more other vehicles or objects.

At 908 in the flowchart of the method 900, a transitional plan 1010(shown in FIG. 10) for moving the vehicle system according to theoperational restriction is determined. The control system may determinethe transitional plan or may obtain the transitional plan from an energymanagement system. The control system may determine the transitionalplan to cause the vehicle system to change from moving according to acurrent state of the vehicle system (e.g., moving according to theoperational plan or manual control of the vehicle system) to theoperational restriction.

The transitional plan dictates operational settings of the vehiclesystem that change (with respect to time, locations along the route,and/or distance along the route) from the current operational setting ofthe vehicle system to the operational restriction associated with thecommunication loss. The current operational setting may be theoperational setting of the vehicle system prior to, at, and/orsubsequent to the communication loss, as shown in FIG. 10. Thetransitional plan differs from an immediate transition to theoperational setting in that the transitional plan may not be the fastestchange from the current operational setting to the operationalrestriction. The fastest transition may be a transition that is as quickas possible given mechanical and/or physical restrictions on the vehiclesystem. Optionally, the transitional plan may be determined so as toreduce the fuel consumed, emissions generated, and/or wear and tear onthe vehicle system relative to a faster transition to the operationalrestriction.

In one embodiment, the transitional plan may be determined to reduce theoperational setting (e.g., speed) of the vehicle system from theoperational plan or current state to the operational restriction. Thetransitional plan may reduce the operational settings of the vehiclesystem to the operational restriction over a longer or different timeperiod than abruptly changing the operational settings of the vehiclesystem to match the operational restriction. For example, instead ofmaking a direct change from a current state to the state that complieswith the operational restriction (e.g., changing from a state where thebrakes are not engaged to a state where the brakes are fully engaged),the transitional plan may partially apply the braking system of thevehicle system, followed by reducing the throttle setting of the vehiclesystem or vehicles for a designated period of time, followed bypartially apply the braking system of the vehicle system, followed byreducing the throttle setting of the vehicle system or vehicles for adesignated period of time, and so on.

The transitional plan may be created to take advantage of grades and/orcurvatures in the route, weather conditions, or other factors. Forexample, if the vehicle system is headed up an inclined segment of theroute, on a curve of the route, and/or into a head wind, then thetransitional plan may at least partially rely on gravitational forcespulling the vehicle system down the grade in the route, frictionalforces slowing the vehicle system on the curve, and/or drag forcesexerted on the vehicle system by the headwind to slow the vehicle systemtoward the operational restriction, instead of engaging the brake systemand/or reducing the throttle settings of the vehicle system. Optionally,the transitional plan may dictate a smaller reduction in the applicationof the brake system and/or in the throttle setting compared to thevehicle system not traveling up the inclined grade, on the curve, and/orinto the headwind. This can result in less fuel being consumed, feweremissions being generated, less air loss in an air brake system, lesswear and tear on the braking system and/or propulsion system, or thelike, when compared to larger changes in the brake settings and/orthrottle settings of the vehicle system.

At 910 in the flowchart of the method 900, the transitional plan may beimplemented to move the vehicle system along the route. The controlsystem may direct the propulsion system and/or brake system of thevehicle system to implement the operational settings of the transitionalplan, such as by sending signals to the brake system and/or controlsystem that indicate which brake settings and/or throttle settings areto be used by the brake system and/or control system.

The vehicle system may continue to move along the route according to thetransitional plan. The transitional plan eventually causes the vehiclesystem to move using operational settings that are at or below theoperational restriction. The operational settings of the vehicle systemmay eventually decrease until the settings are at or below theoperational restriction at a confluence event 1012, as shown in FIG. 10.For example, if the vehicle system is traveling along the route at aspeed of forty kph when the communication loss is detected or identifiedand the operational restriction is travel at a speed no greater thantwenty kph, the transitional plan may gradually direct and cause thevehicle system to slow down and move at speeds that do not exceed twentykph.

At 912 in the flowchart of the method 900, a determination is made as towhether communication is re-established with the device associated withthe communication loss. For example, the control system may attempt tocommunicate with the other vehicle and/or monitoring device with whichcommunication was lost at the communication loss. The control system mayattempt to re-establish communication with the vehicle and/or monitoringdevice one or more following the communication loss. If the controlsystem is able to successfully communicate with the other vehicle and/ormonitoring device, then communication with the other vehicle and/ormonitoring device may be re-established and flow of the method 900 mayproceed toward 914. Communication may be re-established by the controlsystem receiving a signal sent from the other vehicle and/or monitoringdevice, and/or by the control system sending a signal to the othervehicle and/or monitoring device and receiving a response signal fromthe other vehicle and/or monitoring device. If the control system is notable to successfully communicate with the other vehicle and/ormonitoring device, then communication with the vehicle and/or monitoringdevice may not be re-established. As a result, the method 900 may returntoward 910 so that the vehicle system continues operating according tothe transitional plan and/or at or below the operational restriction.

With respect to the example shown in FIG. 10, communication may beestablished at a re-established communication 1014. The re-establishmentof communication may occur after the vehicle system has begun moving ator below the operational restriction (as shown in FIG. 10) or before thevehicle system has begun moving at or below the operational restriction.

At 914, a return plan is determined for transitioning movement of thevehicle system back to moving without the operational restriction. Incontradiction to the transitional plan, a return plan 1016 (shown inFIG. 10) dictates or directs operational settings of the vehicle systemthat increase above the operational restriction (if the re-establishedcommunication occurs after the vehicle system is operating at or belowthe operational restriction) or that increase the operational settingsof the vehicle system (if the re-established communication occurs beforethe vehicle system operates at or below the operational restriction).

In one embodiment, the return plan dictates operational settings of thevehicle system that change (with respect to time, locations along theroute, and/or distance along the route) from a current operationalsetting of the vehicle system to the operational settings of theoperational plan 1000 shown in FIG. 10. The return plan differs from animmediate transition back to the operational plan in that the returnplan may not be the fastest change from the current operational settingto the operational plan. The fastest transition may be a transition thatis as quick as possible given mechanical and/or physical restrictions onthe vehicle system. Optionally, the return plan may be determined so asto reduce the fuel consumed, emissions generated, and/or wear and tearon the vehicle system relative to a faster transition back to theoperational plan.

In one embodiment, the return plan may be determined to increase theoperational setting (e.g., speed) of the vehicle system to theoperational plan by increasing the operational settings of the vehiclesystem over a longer or different time period than abruptly changing theoperational settings of the vehicle system. For example, instead offully disengaging the brake system and/or increasing the throttlesetting to a maximum setting, the return plan may partially disengagethe braking system of the vehicle system and/or gradually increase thethrottle setting, as shown in FIG. 10.

The return plan may be created to take advantage of grades in the routeand/or weather conditions. For example, if the vehicle system is headeddown a declined segment of the route and/or with a tailwind, then thereturn plan may at least partially rely on gravitational forces pullingthe vehicle system down the grade in the route and/or forces exerted onthe vehicle system by the tailwind to increase the speed of the vehiclesystem back to the operational plan, instead of increasing the throttlesettings of the vehicle system to a maximum setting. This can result inless fuel being consumed, fewer emissions being generated, less air lossin an air brake system, less wear and tear on the braking system and/orpropulsion system, or the like, when compared to larger changes in thebrake settings and/or throttle settings of the vehicle system.

At 916 in the flowchart of the method 900, the return plan isimplemented to cause the vehicle system to return to traveling accordingto the operational plan or optionally to move according to otheroperational settings that exceed the operational restriction. As shownin FIG. 3, the operational settings of the vehicle system may graduallyincrease back to or toward the operational plan. Alternatively, thecontrol system may obtain an updated or new operational plan havingdifferent operational settings than the previous operational plan (thatalso exceed the operational restriction), and the vehicle system mayfollow the return plan to reach the updated or new operational plan.

Flow of the method 900 may return back toward 902 so that the vehiclesystem can continue operating at operational settings that are notrestricted by the operational restriction unless and until anothercommunication loss occurs. The method may be implemented automaticallyand without operator intervention so that an operator is not distractedby examining the communication loss and/or manually reducing theoperational settings of the vehicle system to or below the operationalrestriction. Instead, this occurs automatically so that the operator candirect his or her attention on other matters, such as looking out forobstructions on the route ahead of the vehicle system.

FIG. 11 illustrates one embodiment of the control system 802 shown inFIG. 8 Optionally, the control system shown in FIG. 11 may represent oneor more of the processors 60 shown in FIG. 3 and/or the control unit 402shown in FIG. 7). The control system is shown as being disposed onboarda single vehicle 804, but alternatively can include components disposedonboard multiple vehicles such that the control system is distributedamong the vehicles. The other vehicles 804 of the vehicle system mayinclude some or all of the same components as shown in FIG. 8. Forexample, one vehicle may include the control system that directsoperations of other vehicles having the same or similar control systemsand other components.

The control system 802 includes a controller 1100 representative ofhardware circuitry that includes and/or is connected with one or moreprocessors (e.g., microprocessors, field programmable gate arrays,integrated circuits, or the like) that perform the operations describedabove in connection with the method 900 shown in FIG. 9. The controller1100 may include an internal memory in which information used to performthe method is stored (e.g., operational restrictions, operational plans,transitional plans, return plans, grades of routes, curvatures ofroutes, predicted weather conditions, etc.), and/or may access anothermemory (e.g., computer hard drive, computer disk, etc.) to obtain thisinformation. Optionally, the controller 1100 can receive thisinformation via the communication device 810 and/or one or more inputdevices 1102. In one embodiment, the controller 1100 can represent oneor more of the processors 60 shown in FIG. 3 and/or the control unit 402shown in FIG. 7.

The communication device 810 represents hardware transceiving circuitrythat can communicate signals with other communication devices and/orother components via wired and/or wireless connections. Thecommunication device 810 may include transceivers, modems, antennas, orthe like, for communicating the signals.

The input/output devices 1102 represent one or more input devices and/orone or more output devices. The input devices of the devices 1102 caninclude one or more keyboards, microphones, touchscreens, buttons,switches, levers, or the like. The output devices of the devices 1102can include one or more speakers, display devices, touchscreens, lights,etc.

As described above, the control system can communicate signals to apropulsion system 1104 and/or braking system 1106 of the vehicle tocontrol operation of these systems. The propulsion system can representthe propulsion system 408 shown in FIG. 7, and may include one or moreengines, alternators, generators, batteries, motors, or the like, forgenerating propulsive force to move the vehicle. The braking system canrepresent part of the propulsion system 408 (e.g., the brakingcomponents of the propulsion system 408), and may include one or morefriction brakes, air brakes, dynamic brakes, or the like, for slowing orstopping movement of the vehicle.

An energy management system 1108 represents hardware circuitry thatincludes and/or is connected with one or more processors (e.g.,microprocessors, field programmable gate arrays, integrated circuits, orthe like) that generates or otherwise determines the plans describedherein. The energy management system can create the operational plan,transitional plan, and/or return plan as described in connection withcreating trip plans in U.S. patent application Ser. No. 14/863,998.

In one embodiment, a vehicle control system includes a controllerconfigured to determine a communication loss between a first vehicle andone or more of a second vehicle or a monitoring device in a vehiclesystem that also includes the first vehicle. The controller also isconfigured to determine an operational restriction on movement of thevehicle system based on the communication loss that is determined. Thecontroller also is configured to obtain a transitional plan thatdesignates operational settings of the vehicle system at one or moredifferent locations along a route being traveled by the vehicle system,different distances along the route being traveled by the vehiclesystem, or different times. The controller also is configured toautomatically change the movement of the vehicle system according to theoperational settings designated by the transitional plan to reduce themovement of the vehicle system to or below the operational restrictiondetermined by the controller responsive to the communication loss beingdetected.

In one example, the operational restriction is a reduced speed limitthat is slower than a previously designated speed limit of the route.

In one example, the transitional plan designates one or more ofdifferent throttle settings, different brake settings, or differentspeeds of the vehicle system at the one or more different locationsalong the route, different distances along the route, or differenttimes.

In one example, the controller is configured to automatically change themovement of the vehicle system according to the transitional plan byautomatically changing one or more of a throttle setting or a brakesetting of the vehicle system to slow the movement of the vehicle systemto below the operational restriction.

In one example, the controller is configured to receive the operationalrestriction from a wayside device disposed off-board the vehicle system.

In one example, the controller is configured to automatically implementthe operational settings designated by the transitional plan such thatthe vehicle system one or more of consumes less fuel or generates feweremissions compared to the controller directly changing the movement ofthe vehicle system from a current operational setting at a time when thecommunication loss occurs to the operational restriction that is basedon the communication loss.

In one example, the controller is configured to determinere-establishment of communication between the first vehicle and the oneor more of the second vehicle or the monitoring device. The controlleralso can be configured to obtain a return plan that designates differentoperational settings of the vehicle system at the one or more differentlocations along the route, different distances along the route beingtraveled by the vehicle system, or different times to increase themovement of the vehicle system above the operational restriction.

In one example, the controller is configured to obtain the return planresponsive to the communication being re-established and toautomatically change the movement of the vehicle system according to thedifferent operational settings designated by the return plan.

In one embodiment, a vehicle control system includes a controllerconfigured to determine a communication loss between a first vehicle andone or more of a second vehicle or a monitoring device in a vehiclesystem that also includes the first vehicle. The controller isconfigured to determine an operational restriction on movement of thevehicle system based on the communication loss that is determined. Thecontroller also is configured to change the movement of the vehiclesystem according to operational settings designated by a transitionalplan to reduce the movement of the vehicle system to or below theoperational restriction determined by the controller responsive to thecommunication loss being detected. The controller also is configured toautomatically implement the operational settings designated by thetransitional plan such that the vehicle system one or more of consumesless fuel or generates fewer emissions compared to the controllerdirectly changing the movement of the vehicle system from a currentoperational setting at a time when the communication loss occurs to theoperational restriction that is based on the communication loss.

In one example, the operational restriction is a reduced speed limitthat is slower than a previously designated speed limit of a route.

In one example, the transitional plan designates one or more ofdifferent throttle settings, different brake settings, or differentspeeds of the vehicle system at one or more different locations along aroute, different distances along the route, or different times.

In one example, the controller is configured to automatically change themovement of the vehicle system according to the transitional plan byautomatically changing one or more of a throttle setting or a brakesetting of the vehicle system to slow the movement of the vehicle systemto below the operational restriction.

In one example, the controller is configured to receive the operationalrestriction from a wayside device disposed off-board the vehicle system.

In one example, the controller is configured to obtain the transitionalplan responsive to the communication loss being determined.

In one example, the controller is configured to determinere-establishment of communication between the first vehicle and the oneor more of the second vehicle or the monitoring device. The controlleralso can be configured to obtain a return plan that designates differentoperational settings of the vehicle system at the one or more differentlocations along a route, different distances along the route beingtraveled by the vehicle system, or different times to increase themovement of the vehicle system above the operational restriction.

In one example, the controller is configured to obtain the return planresponsive to the communication being re-established and toautomatically change the movement of the vehicle system according to thedifferent operational settings designated by the return plan.

In one embodiment, a vehicle control system includes a controllerconfigured to determine a communication loss between a first vehicle andone or more of a second vehicle or a monitoring device in a vehiclesystem that also includes the first vehicle. The controller isconfigured to determine an operational restriction on movement of thevehicle system based on the communication loss that is determined. Thecontroller also is configured to obtain a transitional plan thatdesignates operational settings of the vehicle system and toautomatically change the movement of the vehicle system according to theoperational settings designated by the transitional plan to reduce themovement of the vehicle system to or below the operational restrictiondetermined by the controller responsive to the communication loss beingdetected. The controller also is configured to determinere-establishment of communication between the first vehicle and the oneor more of the second vehicle or the monitoring device, and isconfigured to obtain a return plan that designates different operationalsettings of the vehicle system to increase the movement of the vehiclesystem above the operational restriction.

In one example, the operational restriction is a reduced speed limitthat is slower than a previously designated speed limit of a route.

In one example, each of the transitional plan and the return plandesignates one or more of different throttle settings, different brakesettings, or different speeds of the vehicle system at one or moredifferent locations along a route, different distances along the route,or different times.

In one example, the controller is configured to automatically change themovement of the vehicle system according to the operational settingsdesignated by the transitional plan and according to the operationalsettings designated by the return plan.

In one embodiment, a vehicle control system includes a controllerconfigured to communicate via a first communication path between a firstvehicle and one or more of a second vehicle or a monitoring device in avehicle system that also includes the first vehicle. The controller alsois configured to determine a communication loss via the firstcommunication path and, responsive to determining the communicationloss, the controller is configured to switch to communicating via adifferent, second communication path between the first vehicle and theone or more of the second vehicle or the monitoring device. Thecontroller also is configured to determine an operational restriction onmovement of the vehicle system based on the communication loss that isdetermined, and is configured to obtain a transitional plan thatdesignates operational settings of the vehicle system at one or moredifferent locations along a route being traveled by the vehicle system,different distances along the route being traveled by the vehiclesystem, or different times. The controller also is configured toautomatically change the movement of the vehicle system according to theoperational settings designated by the transitional plan to reduce themovement of the vehicle system to or below the operational restrictiondetermined by the controller responsive to the communication loss beingdetected.

In one example, the controller is configured to change a format of amessage previously communicated via the first communication path forcommunication via the second communication path.

In one example, the controller is configured to change the format of themessage by one or more of restricting the message to be compliant with asmaller bandwidth capacity of the second communication path relative tothe first communication path or removing information from the message.

In one example, the first communication path is a radio frequencywireless communication path and the second communication path is one ormore of a wired communication path, an audio communication path, aninfrared optical communication path, an ultraviolet opticalcommunication path, a visible light optical communication path, acommunication path that communicates using vibrations, or a thermalcommunication path.

In one example, the controller is configured to determine a firstprotocol used to communicate one or more messages via the firstcommunication path and a different, second protocol used to communicateone or more messages via the second communication path. The controlleralso can be configured to switch from communicating messages in thefirst protocol to communicating messages in the second protocolresponsive to determining the communication loss.

In one example, the controller is configured to determine the firstprotocol by comparing data content of the one or more messagescommunicated via the first communication path with designated datacontents associated with different message protocols.

In one example, the controller is configured to determine the firstprotocol by examining protocol identifying datum or data included in theone or more messages communicated via the first communication path.

In one example, the operational restriction is a reduced speed limitthat is slower than a previously designated speed limit of the route.

In one example, the transitional plan designates one or more ofdifferent throttle settings, different brake settings, or differentspeeds of the vehicle system at the one or more different locationsalong the route, different distances along the route, or differenttimes.

In one example, the controller is configured to automatically implementthe operational settings designated by the transitional plan such thatthe vehicle system one or more of consumes less fuel or generates feweremissions compared to the controller directly changing the movement ofthe vehicle system from a current operational setting at a time when thecommunication loss occurs to the operational restriction that is basedon the communication loss.

In one embodiment, a vehicle control system includes a controllerconfigured to communicate a message in a first protocol from a firstvehicle in a vehicle system that also includes one or more of a secondvehicle or a monitoring device in the vehicle system. The one or more ofthe second vehicle or the monitoring device are configured tocommunicate a message in a different, second protocol. The controller isconfigured to switch from communicating the message in the firstprotocol with the one or more of the second vehicle or the monitoringdevice to communicating the message in the second protocol with the oneor more of the second vehicle or the monitoring device. The controlleralso is configured to determine an operational restriction on movementof the vehicle system based on the communication loss that isdetermined. The controller also is configured to obtain a transitionalplan that designates operational settings of the vehicle system at oneor more different locations along a route being traveled by the vehiclesystem, different distances along the route being traveled by thevehicle system, or different times. The controller is configured toautomatically change the movement of the vehicle system according to theoperational settings designated by the transitional plan to reduce themovement of the vehicle system to or below the operational restrictiondetermined by the controller responsive to the communication loss beingdetected.

In one example, the controller is configured to determine the secondprotocol used by the one or more of the second vehicle or the monitoringdevice by comparing data content of one or more messages received by thecontroller from the one or more of the second vehicle or the monitoringdevice with designated data contents associated with different messageprotocols.

In one example, the controller is configured to determine the secondprotocol used by the one or more of the second vehicle or the monitoringdevice by comparing data content of one or more messages receivedexamining protocol identifying datum or data included in the one or moremessages received from the one or more of the second vehicle or themonitoring device.

In one example, the controller is configured to communicate with the oneor more of the second vehicle or the monitoring device via a firstcommunication path and, responsive to a communication loss in the firstcommunication path. The controller can be configured to switch tocommunicating with the one or more of the second vehicle or themonitoring device via a different, second communication path.

In one example, the controller is configured to change a format of amessage previously communicated via the first communication path forcommunication via the second communication path.

In one example, the controller is configured to change the format of themessage by one or more of restricting the message to be compliant with asmaller bandwidth capacity of the second communication path relative tothe first communication path or removing information from the message.

In one example, the first communication path is a radio frequencywireless communication path and the second communication path is one ormore of a wired communication path, an audio communication path, aninfrared optical communication path, an ultraviolet opticalcommunication path, a visible light optical communication path, acommunication path that communicates using vibrations, or a thermalcommunication path.

In one embodiment, a method includes determining a communication lossbetween a first vehicle and one or more of a second vehicle or amonitoring device in a vehicle system that also includes the firstvehicle, determining an operational restriction on movement of thevehicle system based on the communication loss that is determined,determining a transitional plan that designates operational settings ofthe vehicle system based on the operational restriction that isdetermined, and automatically changing the movement of the vehiclesystem according to the operational settings designated by thetransitional plan to reduce the movement of the vehicle system to orbelow the operational restriction determined by the controllerresponsive to the communication loss being detected.

In one example, the method also includes determining a re-establishmentof communication between the first vehicle and the one or more of thesecond vehicle or the monitoring device, and determining a return planthat designates different operational settings of the vehicle system toincrease the movement of the vehicle system above the operationalrestriction.

In one example, the operational restriction is a reduced speed limitthat is slower than a previously designated speed limit of a route.

The foregoing description of certain embodiments of the inventivesubject matter will be better understood when read in conjunction withthe appended drawings. The above description is illustrative and notrestrictive. For example, the above-described embodiments (and/oraspects thereof) may be used in combination with each other. Inaddition, many modifications may be made to adapt a particular situationor material to the teachings of the inventive subject matter withoutdeparting from its scope. While the dimensions and types of materialsdescribed herein are intended to define the parameters of the inventivesubject matter, they are by no means limiting and are exemplaryembodiments. Other embodiments may be apparent to one of ordinary skillin the art upon reviewing the above description. The scope of theinventive subject matter should, therefore, be determined with referenceto the appended claims, along with the full scope of equivalents towhich such claims are entitled.

In the appended claims, the terms “including” and “in which” are used asthe plain-English equivalents of the respective terms “comprising” and“wherein.” Moreover, in the following claims, the terms “first,”“second,” and “third,” etc. are used merely as labels, and are notintended to impose numerical requirements on their objects. Further, thelimitations of the following claims are not written inmeans-plus-function format and are not intended to be interpreted basedon 35 U.S.C. § 112(f), unless and until such claim limitations expresslyuse the phrase “means for” followed by a statement of function void offurther structure. And, as used herein, an element or step recited inthe singular and proceeded with the word “a” or “an” should beunderstood as not excluding plural of said elements or steps, unlesssuch exclusion is explicitly stated. Furthermore, references to “oneembodiment” of the inventive subject matter are not intended to beinterpreted as excluding the existence of additional embodiments thatalso incorporate the recited features. Moreover, unless explicitlystated to the contrary, embodiments “comprising,” “including,” or“having” an element or a plurality of elements having a particularproperty may include additional such elements not having that property.

This written description uses examples to disclose several embodimentsof the inventive subject matter and also to enable a person of ordinaryskill in the art to practice the embodiments of the inventive subjectmatter, including making and using any devices or systems and performingany incorporated methods. The patentable scope of the inventive subjectmatter is defined by the claims, and may include other examples thatoccur to those of ordinary skill in the art. Such other examples areintended to be within the scope of the claims if they have structuralelements that do not differ from the literal language of the claims, orif they include equivalent structural elements with insubstantialdifferences from the literal languages of the claims.

What is claimed is:
 1. A vehicle control system comprising: a controllerconfigured to communicate via a first communication path between a firstvehicle and one or more of a second vehicle or a monitoring device in avehicle system that also includes the first vehicle, the controller alsoconfigured to determine a communication loss via the first communicationpath and, responsive to determining the communication loss, thecontroller is configured to switch to communicating via a different,second communication path between the first vehicle and the one or moreof the second vehicle or the monitoring device, wherein the controlleralso is configured to determine an operational restriction on movementof the vehicle system based on the communication loss that isdetermined, wherein the controller also is configured to obtain atransitional plan that designates operational settings of the vehiclesystem to transition current movement of the vehicle system according toa current operational setting of the vehicle system to restrictedmovement according to the operational restriction, and wherein thecontroller is configured to automatically control the vehicle system totransition from the current movement of the vehicle system according tothe current operational setting to the restricted movement according tothe operational restriction responsive to the communication loss beingdetected.
 2. The vehicle control system of claim 1, wherein thecontroller is configured to change a format of a message previouslycommunicated via the first communication path for communication via thesecond communication path.
 3. The vehicle control system of claim 2,wherein the controller is configured to change the format of the messageby one or more of restricting the message to be compliant with a smallerbandwidth capacity of the second communication path relative to thefirst communication path or removing information from the message. 4.The vehicle control system of claim 1, wherein the first communicationpath is a radio frequency wireless communication path and the secondcommunication path is one or more of a wired communication pathextending from the first vehicle to the second vehicle, an audiocommunication path, an infrared optical communication path, anultraviolet optical communication path, a visible light opticalcommunication path, a communication path that communicates usingvibrations, or a thermal communication path.
 5. The vehicle controlsystem of claim 1, wherein the controller is configured to determine afirst protocol used to communicate one or more messages via the firstcommunication path and a different, second protocol used to communicateone or more messages via the second communication path, the controlleralso configured to switch from communicating messages in the firstprotocol to communicating messages in the second protocol responsive todetermining the communication loss.
 6. The vehicle control system ofclaim 5, wherein the controller is configured to determine the firstprotocol by comparing data content of the one or more messagescommunicated via the first communication path with designated datacontents associated with different message protocols.
 7. The vehiclecontrol system of claim 5, wherein the controller is configured todetermine the first protocol by examining protocol identifying datum ordata added to the one or more messages communicated via the firstcommunication path to identify the first protocol.
 8. The vehiclecontrol system of claim 1, wherein the operational restriction is areduced speed limit that is slower than a previously designated speedlimit of a route.
 9. The vehicle control system of claim 1, wherein thetransitional plan designates one or more of different throttle settings,different brake settings, or different moving speeds of the vehiclesystem at one or more of: different locations along a route, differentdistances along the route, or different times.
 10. The vehicle controlsystem of claim 1, wherein the controller is configured to automaticallyimplement the operational settings designated by the transitional plansuch that the vehicle system gradually changes the operational settingsof the vehicle system from the current operational setting to theoperational restriction over a first time period such that the vehiclesystem one or more of consumes less fuel or generates fewer emissionscompared to the controller directly changing the movement of the vehiclesystem from the current operational setting to the operationalrestriction over a shorter, second time period.
 11. The vehicle controlsystem of claim 1, wherein the controller is configured to determinethat communication between the first vehicle and the one or more of thesecond vehicle or the monitoring device is re-established, and whereinthe controller is configured to determine a return plan that designatesdifferent operational settings of the vehicle system to increase themovement of the vehicle system above the operational restriction.
 12. Avehicle control system comprising: a controller configured tocommunicate a message in a first protocol from a first vehicle in avehicle system that also includes one or more of a second vehicle or amonitoring device in the vehicle system, the one or more of the secondvehicle or the monitoring device configured to communicate a message ina different, second protocol, wherein the controller is configured toswitch from communicating the message in the first protocol with the oneor more of the second vehicle or the monitoring device to communicatingthe message in the second protocol with the one or more of the secondvehicle or the monitoring device, wherein the controller also isconfigured to determine an operational restriction on movement of thevehicle system based on a communication loss that is determined, whereinthe controller also is configured to obtain a transitional plan thatdesignates operational settings of the vehicle system to transitioncurrent movement of the vehicle system according to a currentoperational setting of the vehicle system to restricted movementaccording to the operational restriction, and wherein the controller isconfigured to automatically control the vehicle system to transitionfrom the current movement of the vehicle system according to the currentoperational setting to the restricted movement according to theoperational restriction responsive to the communication loss beingdetected.
 13. The vehicle control system of claim 12, wherein thecontroller is configured to determine the second protocol used by theone or more of the second vehicle or the monitoring device by comparingdata content of one or more messages received by the controller from theone or more of the second vehicle or the monitoring device withdesignated data contents associated with different message protocols.14. The vehicle control system of claim 12, wherein the controller isconfigured to determine the second protocol used by the one or more ofthe second vehicle or the monitoring device by comparing data content ofone or more messages that are received and examining protocolidentifying datum or data added to the one or more messages receivedfrom the one or more of the second vehicle or the monitoring device toidentify the first protocol.
 15. The vehicle control system of claim 12,wherein the controller is configured to communicate with the one or moreof the second vehicle or the monitoring device via a first communicationpath and, responsive to a communication loss in the first communicationpath, the controller is configured to switch to communicating with theone or more of the second vehicle or the monitoring device via adifferent, second communication path.
 16. The vehicle control system ofclaim 15, wherein the controller is configured to change a format of amessage previously communicated via the first communication path forcommunication via the second communication path.
 17. The vehicle controlsystem of claim 16, wherein the controller is configured to change theformat of the message by one or more of restricting the message to becompliant with a smaller bandwidth capacity of the second communicationpath relative to the first communication path or removing informationfrom the message.
 18. The vehicle control system of claim 16, whereinthe first communication path is a radio frequency wireless communicationpath and the second communication path is one or more of a wiredcommunication path extending from the first vehicle to the secondvehicle, an audio communication path, an infrared optical communicationpath, an ultraviolet optical communication path, a visible light opticalcommunication path, a communication path that communicates usingvibrations, or a thermal communication path.
 19. A method comprising:determining a communication loss between a first vehicle and one or moreof a second vehicle or a monitoring device in a vehicle system that alsoincludes the first vehicle; determining an operational restriction onmovement of the vehicle system based on the communication loss that isdetermined; determining a transitional plan that designates operationalsettings of the vehicle system based on the operational restriction thatis determined; automatically changing the movement of the vehicle systemaccording to the operational settings designated by the transitionalplan to reduce the movement of the vehicle system to or below theoperational restriction determined by the controller responsive to thecommunication loss being detected; determining a re-establishment ofcommunication between the first vehicle and the one or more of thesecond vehicle or the monitoring device; and determining a return planthat designates different operational settings of the vehicle system toincrease the movement of the vehicle system above the operationalrestriction.
 20. The method of claim 19, wherein the operationalrestriction is a reduced speed limit that is slower than a previouslydesignated speed limit of a route.